Safety appliance for railways.



l.' E. FISHER, 1R. SAFETY AFPLIANCE FOR RAILWAYS. APPLICATION rlLED JUNE 20,1913.

l 1.-,1 96,94 l Patented Sept. 5, 19.16.l

2 SHEETS-SHEET l.

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J. E. FISHER, la.

SAFETY APPLIANCE FOR RAILWAYS.

APPLICATION FILED IuNE 20, 1913.

v1 1 96,94: 1 Patented Sept. 5; 1916.

2 SHEETS-SHEET 2v JOEL ELLIS FISI-IER, JR., OF NEW YORK, N. Y.

SAFETY APPLIANCE FOR-RAILWAYS.

Specication of Letters Patent.

Patenten sept. 5, raie.

Application filed .T une 20, 1913. Serial No. 774,819.

To all whom t may concern Be it known that I,'J OEL ELLIS FISHER, J r., ay citizen of the United States, and resident of New York, borough of Manhattan, county and State of New York, have made a new and useful Invention in Safety Appliances for Railways, of whichA the following is a specification.

- My invention is directed particularly to a method of and apparatus for preventing collisions between railway trains, and to this end it consists in a. novel meth'odof operation which depends for'its action upon the maintenance of a constant sourcev of pol tential on each car of the system and on the drop in potential offered to one or more vof said sourcesof electrical energy carried by the cars when passing over the route; and said invention is also directed to the novel apparatus for practising such method.

The invention has for its object, first,y to provide means whereby when cars or trains travel over a road andcome in dangerously close relation to each other, an indication of such vdanger will be given on the car in the rear of a precedingcar or train which will enable the engineer, motorman, or conductor to be made aware of the presence of the caror train ahead and its relative distance in advance, so that he can regulate his actions accordingly. Second, to provide means whereby the power will be automatically cut off if he fails to recognize the drop in potential and hence the dangerous proximity of a preceding car or train. Third, to provide means whereby either the throttle valve or brakes-or both-of a car or train will be automatically -applied in the event of the speed thereof not being reduced to proper limits, indicated by the voltmeter. Fourth, to provide an automatic governor vfor each car or train which is controlled by a voltmeter in such manner that the same may be permitted to approach within a safe distance to the preceding car or train, provided the speed be automatically reduced beyond` danger limits. Fifth, to provide means whereby yon approaching curves the car or train will be automatically slowed down on passing therearound. For a full and clear understanding of the invention such as will enable others skilled in the art to construct and use the same, reference is had to theV accompanying drawings, in which,

Figure l is a diagrammatic plan view of v a length of railway embracing the operating portion of the permanent or stationary part of my improved signal apparatus, showing the same also as connected with a curved portion of the track on. the left. Fig. 2 isa plan view of a straight portion of track embodyingy my improvement and illustrating three cars following each other over same in the direction indicated by the arrows, and the apparatus in connection therewith'for giving indication'of their approximate distance from each other', the several resistances shown in Fig. l being here omitted to avoid confusion. Fig. 3 is a diagrammatic view illustrating how the drop 1n potential affects the operative portion of the apparatus on board of cars followingeach other from right to left, as shown in F ig. 2. Fig. a is an enlarged plan view of a car upon a track illustrating the operative parts of the apparatus carried therebyfor automatically controlling its movements. Fig. 5

is an enlarged transverse sectional view taken through, Fig. 4L as seen looking thereat.

bor, but this insulation of. each section from its neighbor is bridged by a wire of definite resistance; each sectionl of this insulated sectional conductor is yalso connected to the main rails, on which the cars travel, by another definite resistance. The main rails are bonded electrically and also cross-bonded at intervals.l Between any `point on the main rails and a point on the third sectional conductor which we will call the third rail, therevis, therefore, a closed circuit made up of the regular rails (of negligible resistance) of the kseveral cross resistances in multiple, and of the several resistances in series between the ends of the sectionsof the third rail; the total resistanceV of this circuit is evidently an inverse function of the number of cross resistances in multiple which make up the circuit.

I provide each of the cars or trains with` al source of electrical energy of practically the same constant electro-motive force, and

connect with this source of electro-inotive force in each instance a voltmeter which indicates at all times a difference of potential depending upon the strength of that portion of the current that 4is carried forward toy ward the next train ahead by the third rail,

as will be explained later. Hence as cars advance over the road the drop in potential, as indicated by the voltmeter, carried by each car, will give a correct indication of the distance to the next car ahead; for the drop in potential is a direct function of the current Vflowing through the third rail and this current is inversely proportional to the resistance of the circuit. The circuit to be considered may extend half way to the next car ahead as will appear below. Further, I connect this voltmeter with an additional source of electrical energ a second voltmeter, aI contact changing switch, suitable shoes for making contact with the third rail at each end of the car, a ball governor, and relay magnets, in such manner that the relative location of the car or train ahead is not only correctly indicated to the motorinan or engineer of each train respectively, but the speed of each train is automatically regulated by controlling` the application of power and brakes respectively, so that no car or train may ever approach within dangerous distance of the next car or train ahead at a dangerous speed.

Referring now to the drawings in detail,

1, 1 represent the main rails over which the trains travel, preferably well bonded together electrically throughout their length and cross-bonded at intervals so as to make them of practically negligible resistance, compared to the other resistances, but above all to be of uniform resistances. Rails 1, 1 are shown in F ig. 1 as extending over any distance desirable; 3 is a third rail of good conductivity and parallel with main rails 1, 1. Third rail 3, is insulated from rails 1, 1 and the ground, being supported on the ties 4 by stringer pieces S of wood or some other insulating material. Pieces S and rail 3 are of suchsize, compared to the rails 1, 1, that the top of rail 3 terminates about two inches above the top of rails 1, 1. Rail 3 is preferably made in sections of about 50 feet in length, each section being insulated from its neighbor; but this insulation of each section of rail 3 from its neighbor is bridged by a known resistance 15 of about 1/10 of an ohm. Each section of rail 3 is also connected to the main rails by another known resistance 16 of about 50 ohms. rl`hese several resistances are uniform throughout all parts of the road, except on curves or other dangerous parts of the track, as eros overs. In such places, and for some distance to each side of them, some of the resistances 16 are preferably provided with switches S, as shown on the left of Fig. 1.

By these switches these resistances 1G may be cut out when desired, thus increasing the total resistance of the signal circuit which will cause the voltmeter to indicate a train apparently dangerously close, which indication will in turn cause a reduction in the speed of the approaching train.

Rail 3 is preferably of triangular crosssection, with vertex uppermost, so as to prevent the accumulation of undesirable insulating substances, as ice, upon it. Sections of rail 3 are to be about 50 feet long as above stated, but must never be longer on any road than the shortest length of any car or engine to be run over that road if it is to be equipped with this apparatus. v

1n Figs. 4f and 5 I have indicated the outline of a car 32, upon a pair of rails 1, 1, showing diagrammatically all the apparatus carried thereby. The car is provided with the usual truck wheels 8 having axles 9 carrying a body portion 10. 7., 7 are conductors running from contact shoes 7a, 7b, and 7d, 7c, carried beneath the body portion of the car and located far enough above the track rails, preferably about two inches, so as to only contact with rail 3 and never with rails 1, 1. The contact shoe 7c is on the opposite side of the car from contact shoe 7 d and is adapted to make contact with rail 3 when said rail is placed on the opposite side of the track, as is often required at switches and crossings; or when the car is turned end for end. 7a and 7b are duplicate shoes at the other end of the car. rlhe length of the third rail 3 subtended between the two shoes 7b, (or 7a) at one end, and 7 d (or 7) at the other end of the car, must be the length of the car between said pairs of shoes as nearly as practicable. On board of the car is shown an apparatus for effecting its control when traveling in either direction. Sw is a contact changing switch adapted to connect the contact shoe 7av on the one hand, or shoe 7C on the other hand, with the same side of the voltmeter 23, through conductors 17 or 17 and contact points 19 or 19. The purpose of this switch is to always connect the right hand terminal of the voltmeter 23 as seen in Fig. 4t, to the forward shoe whether it be 7 a or 7 d while leaving the other or left hand terminal of said voltmeter 23 always in Contact with the saine pole of the battery 18, so that the current is never reversed through said voltmeter.

In Fig. 2 is diagrammatically illustrated three cars A, B and C, each provided with shoes 7a and 7d, a battery 18, and each connected to the third rail 3, as well as to track rails 1, as just described; and the circuits are so arranged that so long as no other cars are within indicating distance of each car, the voltmeter needles on each car will merely vibrate between certain definite points While when one or more cars are within signaling distances, the vibrations or indications of' said needles will be between other points according to the value of the distance and the speed at which the trains are approaching all as will be more fully explained below. When the trains approach within a dangerous distance the power is automatically cut olf, and the brakes applied, as will now be disclosed.

The movable hand of the said voltmeter 23 is pivoted at 39 and is adapted to make contact at times with brushes 40 and 43; and running to solenoids or magnets M and M are conductors 41 and 45 respectively. The respective armatures @and a of said magnets are adapted to control the position respectively of the throttle valve by rod T and the position of the brake valve by rod R.

Gr is a ball governor made operative'by the speed of the train and adapted atv an abnormal speed to break the circuit of magnet M at 48 (controlling the throttle) and the circuit of magnet M at 49 (controlling the brakes). Contacts 48 and 49 can be adjusted so that they are broken simultaneously,

or so that contact 48 is broken at a higher speed than contact 49; in the latter case rods T and R may be interconnected by' well known means not shown, so that the application of the brakes also closes the throttle. The circuits through governor G are in multiple with the circuits through the contact points of the voltmeter 23 from the aux-V iliary source of energy 35; hence magnet M can only lose its magnetism when both the circuitl through voltmeter 23 and governor G have been broken at 40 and 48 respectively. Also, magnet M can only lose its magnetism when both contact 43 and contact 49 have been broken. The effect of this is that the throttle will not be closed no matter how near the next train ahead is, provided the train following is moving less than some predetermined speed. Again, the brakes will not be applied no matter how near the next train ahead is, provided the following train is traveling less than some predetermined speed, which speed may or may not be the same as the speed at which the throttle control is made operative, according to the design of the governor. These are important features of my invention.

22 is another voltmeter, located in a pervmanently closed circuit across the terminals of the constant source of current 18,. -Its function is to break the circuit through the magnets M and M simultaneously, irrespective of the position of the hand of the voltmeter 23 or of the governor G, whenever said voltmeter 22 indicates an abnormally high or low drop of potential acrossrthe terminals of battery 18, which might occur during a breakdown of said battery.

l 35 is an additional auxiliary non-polarizing source of electrical energy. Its function is to energize magnets M and M at such times as the condition of the road asindicated by voltmeter 23, and the speed of the train as indicated by governor G, allow magnets M and M to be energized. One pole 'of battery 35 is connected to the pivot point 36 of the hand of the voltmeter 22 and its other pole is connected in multiple to the two magnets M and M. One end of the hand of the voltmeter consists vof a sector as shown which makes contact normally with brush 137 which is connected by wire 38 in turn to pivot point 39 of the hand of voltmeter 23.

The operation' of this system will be clear from the following z-The connections to the forward contact shoe on each car, which, Vfor example, may be 7d, 'are always through the voltmeter 23 andY switch Sw' cautions may be taken to prevent this. If

it be so desired, said voltmeters 23 may be calibrated to read actual distances instead f of volts. Y

The operating currents on each car may be traced as follows Starting from the left hand or positive side of battery 18, or constant potential dynamo, Fig. 4, the current passes to point 180, where it divides, one part going to switch Sw, over wire 17 to the rear contact shoe 7a, third rail 3, across resistances 16 to track rail 1, through wheel 8, to point 31, and over wire 310 back to battery 18. The other partof the current proportional to the IR'drop between shoes l 7 a and 7 d passes from point 180 through the magnet coils of voltmeter 23 over wire 230 to switch Sw, over wire 17 to .shoe 7d, third rail 3, resistances 16 to track rail 1, through wheel 8 to point 31, and over wire 310 back to battery 18.

Considering only` a single carv it will beV clear that the currents just traced will Cause a certain deflection of the needle of voltmeter 23. But if there be twovcars on the track close together such as A and B Fig. 2,that portion of the current on each car which reaches the contact shoes 7a, will still ldivide at said shoes 7a and one portion' will still flow to the reai` of each car and return to the battery 18Vof its own car as just described, i

over `the nearest resistances 16 and rail 1,

and will not affect the voltmeters 23 on its own car. Likewise the other or second portions of the current that reach shoes 7a on each car will flow in an opposite or forward direction on each car along the rail 3 to, and beyond, the shoe 7d on each car. We thus have a forwardly flowing portion o-f current on a following car such as B, meeting and opposing at, or about, midway between the cars, a second or rearwardly flowing portion of current from a leading or forward car such as A. But considering a single car, such as B, it is evident that the forwardly flowing current from the shoe 7 a will be due to the diiference in potential between said shoe 7EL and said meeting point of said opposing currents on the rail 3, midway between the cars B and A. Further the potential of shoe 7 a is constant, while it is variable at said meeting, or midway point, between the cars, it being less at said point as the distance between the carsincreases. It therefore follows that the said forwardly flowing current from shoe 7a on car B will increase as car A is farther ahead of said car B and will decrease as said car A becomes nearer said car B. Accordingly, the IR drop along a unit length of rail 3 between the shoes 7 a and 7 d on car B will vary according to the distance of car A from car B. This said 1B drop being measured by the voltmeter 23 on car B, said voltmeter will indicate the distance at all times of car A from car B. This will be clearer from an inspection of Fig. 3, in which X, Y and Z represent the posit-ions of the cars A, B and C, in Fig. 2, and the distances between the points X, Y and Z represent resistances along the third rail 3. The curves between X, Y and Z represent the fall in potential between the cars A and B and the cars B and C respectively for the opposing currents just described. Further, Vif mZ and mY represent the length of the third rail between two contact shoes 7a and 7 d, then as will represent the fall of potential due to these opposing currents which willbe indicated on the voltmeter 23 carried by the car C, while my will indicate the fall in potential caused by these said opposing currents carried by the car B. Distance XY is a function of my, and distance YZ is the same function of z when the length of the third rail embraced between the two contact shoes of the car is only a small part of the total distance between two cars, say from 1/10 the total distance down.

It might be thought, without due consideration, that the opposing currents just mentioned would have the effect on a `forward car of causing a larger proportion of current to be deflected from shoe 7aL forward and that, therefore, the voltmeters on both cars would be affected. But such action cannot take place, for the source of current 18 maintains a constant potential at the shoe 7a and therefore no matter how much the current flowing to the rear of shoe 7il on car A may be opposed or blocked by current flowing forward from car B, the potential at shoe 7 a of car A'still remaining constant, the forwardly flowing current of car A is not affected. In the same way, of course, currents passing from car C toward car B, will affect the voltmeter on car C and not on car B, so it results that with any number of cars on the track, each rear car will have notice of the car ahead.

The rearwardly flowing current from car A will be stopped or blocked in its passage along rail 3, by theforwardly flowing current from car B, and, therefore it will not pass car B to affect the forwardly flowing current from car C. Accordingly, the voltmeter on car C will not be affected by currents on car A. Hence it follows that a given instrument is not affected by a car behind it, but is aifected'by a car in front of it. Hence by proper calibration potentiometer o-r voltmeter 23 on the several cars can be made to read the distance to the next car -or train ahead.

From battery 35, again, current flows through pivot point 36 of voltmeter 22 to brush 37 to pivot 39 of voltmeter 23 by conductor 38, and thence in multiple by brushes 40 and 43, conductors 4l and 45, to magnets M and M respectively, and back to 35 by conductors 28 and 44. rlhe magnets M and M hold up the armatures a and a respectively Vwhen energized, the dropping of which armatures controls respectively the cutting off of the power and the application of the brakes.

Under the state of affairs above disclosed the motorman or engineer reads directly from voltmeter 23 the distance to the next train ahead of him at all times. Voltmeter 22, by its reading, assures him that the system is in normal working order, although almost any defect in the system would make itself known in meter 23 as well as meter 22. Any change in the relative distance between trains Ais correspondingly indicated by meter 23. Should the rear trainor car approach dangerously near the train ahead, the needle of voltmeter 23 moves clockwise sufliciently to break contact with wire 40. (The winding of the voltmeter 23 is such that the hand moves clockwise when it measures a decreasing drop inpotential.) Assuming that the train is moving fast enough so that the circuit at 48 is also broken, magnet M will no longer be energized, so that the throttle will be closed. When the train has slowed down suiiiciently so that contact 48 is again made, or when the train ahead is again far enough off to allow contact 'at 40 to be made again, then armature a will be raised, allowing the throttle to remain openagain. If, however,

in the above instance, contact at 48 has not been broken, due to the train traveling slow enough, then the throttle control would not have been 'operative Now suppose that the train, traveling slowly, gets within a still more dangerous distance of the train ahead; needle of voltmeter 23 moves still more clockwise, breaking contact 43. If contact with 49 is also broken, due to suficient speed of the train, magnet M will bedemagnetized, so that the brakes will be applied. If the speed of the train had been just such that contact 49 was broken, but not 48, then the interconnections between R and T will also cause the closing of the throttle when the brakes are applied; otherwise, for this small range of speed it would .be possible for the brakes to be applied with the throttle still open, which would be an undesirable strain on the engine. If contacts 49 and 48 are neither of them broken, then the train will proceed ahead within this danger Zone; but to be able to do so the speed of the train must be so low as to enable such a proceeding to be safe. In this way trains can come up, one behind the other, to push one another, etc.; however, as soon as the train moves faster than this safe speed, the brakes Iso will be applied, due to contact at 49 being broken, when 43 is also broken.

The length of sections of rail 3, the resistances 15 and 16, can each be varied. Those values assigned above, I have found by calculation, to givepractical workable values to the drop in potential shown by voltmeter 23, starting with an E. M. F. of 10 volts at 18; in such cases, the maximum current flowing from 18 will be about 4.42 amperes, when there is no other train at all on the track corresponding'to an infinite length of circuit in each direction. The actual design vof the voltmeter has not been touched upon; but a design more nearly resembling an ordinary telegraph relay would be satisfactory, as no friction to interfere with the reading of the voltmeters would be involved. Also a small constant potential generator would in some cases be preferable to a battery. The voltmeters used should be very sluggish so as not to respond freely to current variations due to variations in the resistance occasioned by variations of contact on the third rail as the brushes pass over the saine.

I do not limit my invention to details of construction disclosed in the accompanying drawings, as my invention is made broadly dependent upon the rise and fall in potential in the governing current used, regardless of the means by which the controlling effect is had. I believe it is also broadly new with me to combine with such controlling apparatus means for automatically slowing up a car or train in accordance with the drop in potential of the controlling source of energy so that the source of power curately controlled in accordance with the condition of the road and with the proximity of cars traveling thereover, and I wish it understood that my claims are of the most generic nature in this respect.

I claim- 1. The method of preventing collisions between a leading railway car and a following railway car, associated with a conductor, which consists in causing divided currents from each of said cars to traverse said conductor in opposite directions; and causing the opposing currents between said cars to indicate the distance they are apart, substantially as described. l

2. The method of preventing collisions between leading and following cars associated with a conductor which consists in causing divided currents to traverse said conductor from each of said cars; and causing the opposing currents between said cars to auto- `matically cut off the power on said following car when said leading car is a predetermined distance ahead of said following car, substantially Vas described.

3. The method of preventing collisions between leading and following cars associated with a conductor which consists in causing divided currents to traverse said conductor from each of said cars; and causing the opposing currents between said cars to automatically apply the brakes on the said following car when said leading car is a predetermined distance ahead of said following car, substantially as described.

4. The method of preventing collisions between leading and following cars associated with a conductor which consists in causing divided currents to traverse said conductor from each of said cars; and causing the opposingcurrents between said cars to automatically and simultaneously cut of the power and apply the brakes when a predetermined potential is reached on said following car, substantially as described.

5. The method of automatically establishing safety speeds on cars associated with a conductor while passing curves or dangerous points which consist in providing predetermined resistances in said conductor at said points; causing a divided current from said car to pass along said conductor ahead of said car, to traverse said resistances and to' actuate speed controlling mechanism on said car, substantially as described.

6. lThe method of automatically controlling the speed of a following car with respect to that of a leading car associated with a conductor, which consists in causing divided currents from each car to traverse said conductor in opposite directions; and causing the opposing currents between said cars to give indications on said following car of its proximity to said leading car and simultaneously give indications of the amount of change of potential in said opposing currents, substantially as described.

7. The described method of running cars at safety speeds with relation to each other vwhich consists in establishing opposing elecon the same track, the combination of a conductor associated with said track; electrical indicators on each car; a source of constant potential on each car; connections between said conductor and one pole of each source of potential on each car; a second connection including a resistance between the other pole of each source of potential on 'each car and said conductor; and a third connection from said first named pole passing through its corresponding indicator on each car to said conductor; whereby opposing currents are caused to traverse said conductor between said cars and to effect the indicator on the following car, substantially as described.

9. In an apparatus for avoiding collisions between a leading and a following car on the same track, the combination of an insulated conductor associated with said track and comprising a plurality of insulated sec tions and resistances connecting said sections; electrical -indicators on each car; a source of constant potential on each car; connections between said conductor and one pole of each source of potential on each car; a second connection including a resistance between the other pole of each source of potential on each car and said conductor; and a third connection from said rst named pole passing through its corresponding indicator on each car to said conductor; whereby opposing currents are caused to traverse said conductor between said cars and to affect the indicator on the following car, substantially as described.

l0. In an apparatus for avoiding collisions between a` leading and a following car on the same track, the combination of an insulated conductor comprising insulated sections joined by resistances associated with said track; resistances connecting said conductor and track; electrical indicators on each car; a source ofconstant potential on each car; a connection between one pole of each source of potential on each car and one of the track rails; a second connection from the other pole on each car to said conductor; and a third connection from said other pole passing through its corresponding indicator on each car to said conductor, whereby opposing currents are caused to traverse said conductor between said cars and to affect the indicator on the following car, substantially as described.

l1. In an apparatus for avoiding collisions between a leading and a following car on the same track, the combination of a conductor associated with and electrically connected to said track; power controlling means on each car; brake controlling means on each car; electrical indicators on each car; a source of constant potential on each car; controlling connections betweensaid indicators and said power and brake controlling vmeans on each car; a connection between one pole ofreach source of potential on each car and the track rails; a second connection from the other pole on each car to said conductor; and a third connection passing through its corresponding indicator on each car from said last named pole to said conductor whereby opposing currents are caused to traverse said conductor between said cars, to aect the indicator on the following car and to govern said power and brake controlling means, substantially as described.

12. Means for automatically slowing up the speed of a railway car upon acurve or other point of danger, comprising a source of constant potential on the car; an insulated sectional contact rail parallel with the track; a series lof resistances connecting the sections of the same to the track; and a plurality of switches for cutting out certain of said resistances near the point of danger; an indicator and connections carried by said car adapted to visually give an indication of the curve on the approach of a car, and a power and brake controlling means operatively connected with said indicator, 'substantially as described.

13. Means for automatically slowing up the speed of a railway car upon a curve or other point of danger, comprising a source of constant potential on the car; an insulated sectional contact rail parallel with the track; a series of resistances connecting the sections of the same to the track; and a plurality of switches for cutting out certain of said resistances near the point of danger; in combination with an indicator and operative lll@ connections carried by said car adapted to Y visually give an indication of the curve on the approach of said car; and means comprising contacts under the control of said indicator for automatically cutting olf the 'power and applying the brakes on the approach of said curve, substantially as described.

14. In an apparatus for avoiding collisions between a leading and a following car on the same track, the combination of a conductor associated with said track; electrical indicators on each car; a source of constant potential on each car; connections between said conductor and one pole of each source of potential on each car; a second connection including a resistance between the other pole of each source of potential on each car and said conductor; a third connection from said iirst named pole passing through its corresponding indicator on each car to said conductor; automatic controlling means for the throttle and brakes on each car; and connections controlled by the indicator on each car for governing said controlling means, substantially as described.

l5. In a safety system for railway cars comprising a track, the combination of a conductor associated with said track; a plurality of resistances connecting said conductor and track; a plurality of switches for cutting out-certain of said resistances at predetermined places on said track; a source of constant potential on each car; connections between said conductor and one pole of said source of potential; a second connection between the other pole and said track; and a third connection from said first named pole passing through its corresponding indicator on each car to said conductor, substantially as described.

16. In an apparatus for avoiding collisions` between a leading and a following car on the saine track, the combination of a conductor associated with said track; electrical indicators on each car; a source of constant potential on each car; connections between said conductor and one pole of each source of potential on each car; a second connection including a resistance between the other pole of each source of potential on each car and said conductor; a third connection from said rst named pole passing through its corresponding indicator on each car to* said conductor; automatic controlling means for the throttle and brakes on each car; connections controlled by the indicator on each car for governing said automatic controlling means; speed governing means on each car; and connections between said controlling means and said speed governing means, substantially as described.

In testimony whereof I have signed my name to this specification in the presence of two subscribing witnesses.

JOEL ELLIS FISHER, J R.

Witnesses:

C. J. KINTNER, M. F. KEATING.

Copies of this patent may be obtained for ve cents each, by addressing the Commissioner of Patents,

Washington, D. C. 

